CN114865615A - Automatic and user initiated isolation test for automotive AC power system - Google Patents

Automatic and user initiated isolation test for automotive AC power system Download PDF

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Publication number
CN114865615A
CN114865615A CN202210103401.4A CN202210103401A CN114865615A CN 114865615 A CN114865615 A CN 114865615A CN 202210103401 A CN202210103401 A CN 202210103401A CN 114865615 A CN114865615 A CN 114865615A
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CN
China
Prior art keywords
power
power source
direct electrical
controller
electrical path
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Pending
Application number
CN202210103401.4A
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Chinese (zh)
Inventor
M·利昂
B·巴里奥斯罗德里格斯
T·C·瓦兹奎兹
J·瓜达拉马
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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Publication of CN114865615A publication Critical patent/CN114865615A/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/04—Cutting off the power supply under fault conditions
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H11/00—Emergency protective circuit arrangements for preventing the switching-on in case an undesired electric working condition might result
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/42—Conversion of dc power input into ac power output without possibility of reversal
    • H02M7/44—Conversion of dc power input into ac power output without possibility of reversal by static converters

Abstract

The present disclosure provides "automatic and user initiated isolation testing for automotive ac power systems. A vehicle inverter is arranged to convert direct current from a power source to alternating current for an electrical outlet. The inverter includes: a transformer electrically connected between the power source and the socket; a resistive element selectively electrically connectable in parallel with the transformer via a commutator to establish a direct electrical connection between the power source and the receptacle; and a controller that selectively commands the commutator to turn off based on a value indicative of a resistance between the power source and the outlet before and after the commutator turns off.

Description

Automatic and user initiated isolation test for automotive AC power system
Technical Field
The present disclosure relates to control of an automotive electrical system and access by a user to power provided by the automotive electrical system.
Background
Vehicles may include an energy storage system (e.g., a battery) that provides power for propulsion via an electric machine. They may also include an energy storage system that provides a user with a power source accessible via an outlet. That is, users may plug loads into their vehicles.
Ground fault circuit interrupters are sometimes used in power outlets. Ground fault circuit interrupters are integrated with power outlets and track the current flowing in the circuit to sense fluctuations in real time. If it detects a change in current in the circuit, it will shut off the current.
Disclosure of Invention
An electrical power system for a vehicle comprising: a power socket; a power source; a transformer electrically connected between the power socket and the power source; and a circuit that obtains a value indicative of a resistance between the power outlet and the vehicle chassis. The power system also includes a first controller for selectively establishing a direct electrical path in parallel with the transformer and between the power outlet and the power source such that the resistance is lower during the presence of the direct electrical path and higher during the absence of the direct electrical path, provided that the power outlet is galvanically isolated from the power source during the absence of the direct electrical path.
A method of controlling an inverter of a motor vehicle includes establishing a direct electrical path in parallel with a transformer of the inverter and between a power outlet of the motor vehicle and a power source of the motor vehicle in response to a user input. The transformer is electrically connected between the power socket and the power source. The method also includes selectively preventing power from flowing from the power source to the transformer during the presence and absence of the direct electrical path according to a value indicative of a resistance between the power receptacle and a chassis of the motor vehicle sharing a common ground with the power source.
A vehicle power system includes an inverter that converts direct current from a power source to alternating current for an electrical outlet. The inverter includes: a transformer electrically connected between a power source and a socket; a resistive element selectively electrically connected in parallel with the transformer via the commutator to establish a direct electrical connection between the power source and the receptacle; and a controller that selectively commands the commutator to turn off based on a value indicative of a resistance between the power source and the outlet before and after the commutator turns off.
Drawings
FIG. 1 is a schematic diagram of a vehicle power system.
Fig. 2-4 are examples of display outputs associated with a user interface of the vehicle power system of fig. 1.
Detailed Description
Detailed embodiments are disclosed herein. However, they are merely examples, and may be embodied in various alternative forms. The drawings are not necessarily to scale. Some features may be exaggerated or minimized to show details of particular components. Specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art.
Some vehicles may be equipped with an Alternating Current (AC) power system in which a customer may connect devices that require AC power, similar to a power source on a household AC power outlet. Some onboard AC power systems may be designed to support relatively small (such as 150W or 400W) loads via one or two outlets that are only accessible from the interior of the vehicle.
However, newer vehicle grade AC power systems may provide higher AC power levels (such as 2kW), and provide multiple outlets that may be accessed from inside or outside the vehicle. For example, these systems capable of delivering more power would allow customers to insert power tools and the like. The power tool may have a metal frame and if it is grounded through ineffective isolation, the grounding system may be interrupted without the user's knowledge.
Some AC power systems may not include a mechanism to notify a customer of some problems associated with using AC power, and may not allow the customer to test the AC power system to confirm proper operation. In addition, a household outlet including a ground fault circuit interrupter provides functionality associated therewith. A household outlet that does not include a ground fault circuit interrupter does not provide such functionality.
The use of ground fault circuit interrupters for all vehicle outlets can be expensive. Also, such use may be impractical. It may be possible to arrange the ground fault interrupter circuit at the output of the vehicle inverter, but this may cause other problems in case of an extended conductor or in case of multiple connections in the circuit outside the ground fault interrupter circuit.
Here, it is considered to use galvanic isolation to prevent an unexpected current flow between the primary side (e.g., a low Direct Current (DC) voltage input) and the secondary side (e.g., a high voltage AC output of the connection device). This galvanic isolation isolates the functional sections of the electrical system to prevent current flow, as no direct conduction path is permitted. However, energy or information may still be exchanged between the segments. In one example, the isolation/boost transformer provides coupling via magnetic flux. The primary and secondary windings of the transformer are not connected to each other, which prevents current from flowing between the low and high voltage sides of the circuit. The optical coupler at the inverter transmits information through light waves. The transmitter (light source) and receiver (photosensitive device) are not electrically connected. The leak detection circuit measures the isolation resistance between the vehicle chassis (including the low voltage circuit) and the high voltage terminals. If the transformer is isolated for loss, various problems can be prevented. For example, the inverter may be turned off.
In another example, the galvanic isolation monitor may actively measure the isolation resistance between the vehicle chassis (including the low DC voltage input) and the high voltage terminal (the high voltage AC output of the connection device). The galvanic isolation tester (via current, voltage or resistance) may also provide feedback to the internal system and/or user. To this end, an interface similar to that in ground fault circuit interrupter receptacles may be provided to stop power conversion when a ground path is detected, allowing a user to test whether the mechanism that detects the fault is operating properly, and to detect whether a defective device is plugged into the system.
By using galvanic isolation monitoring, a software/hardware solution may be implemented in some cases within the AC power system to continuously monitor the presence of isolation between the low-voltage side and the high-voltage side. Prior to providing the AC output, the AC power system may test its mechanism by using an isolation tester available on demand to detect galvanic isolation losses. Allowing the module to provide an AC output if the mechanism is found to be able to detect a loss of isolation fault. If the initial power-up sequence passes, but the system detects a problem at some point in time when the AC output is provided, the system may stop providing the AC output, set a fault flag, notify the user of the problem, and/or provide an option to reset the system. If the problem still exists, the AC output may not be allowed during the activation or key cycle. If the initial power-up sequence passes and at some point the customer decides to test for current leakage (which may be done in some household outlets), the AC power system may command the isolation tester to inject a fault for the commanded test purpose. If the mechanism is found to be able to detect loss of isolation failure, the module may stop power switching until the customer resets the system. If during testing (before providing an AC output or responding to a user request) the mechanism is found to be unable to detect a fault, the module may enter a fault mode and not provide an AC output in the activation or key cycle, set an internal fault message, and/or notify the user of a problem.
Accordingly, certain strategies contemplated herein propose adding a mechanism to detect the ground path in a motor vehicle inverter, to test whether the mechanism is operating before providing AC output or on demand, and/or to notify a customer of a problem. This may allow a user to test, monitor and notify of a current leakage condition. Thus, some AC power systems are able to inject a fault (simulating galvanic isolation losses for self-test purposes) on demand to confirm that the system is active, and are able to: detecting current leakage; detecting an isolation loss on the internal AC inverter system or in a user device externally connected to the AC system output to detect a ground path; if galvanic isolation loss is detected, the AC output is turned off to avoid problems even if no load is connected; reporting isolation loss to notify the customer of the problem (internal or external); and/or re-enabling the AC output if the isolated fault source has been eliminated, as needed.
These devices can detect three zone faults, while ground fault circuit interrupters can only detect one zone fault: problems outside the vehicle. Some proposed systems may even detect a problem before connecting the device to an AC power outlet. The first zone includes an inverter and a DC/AC module. Problems that may be detected include transformer short circuits (DC to AC) and low side high voltage short circuits. The second zone includes other vehicle side components. Problems that may be detected include a short of the wiring harness, a short of the receptacle, and a short of the battery, inverter, or connector on the receptacle. The third zone includes components external to the vehicle. Problems that may be detected include load faults.
The systems contemplated herein may be more robust than ground fault circuit interrupters, even if there are many joints. As noted above, ground fault circuit interrupters may experience problems where circuits other than ground fault circuit interrupters have multiple contacts. The proposed mechanism of detecting isolation loss can be automatically tested each time the inverter begins to provide an AC output. In contrast, ground fault circuit interrupter receptacles are typically manually tested. The proposed strategy may improve the issue notification to the user via the vehicle display and annunciator because it indicates the type of fault detected.
The proposed power system may provide certain benefits, including alerting the user to certain problems, reducing costs compared to ground fault circuit interrupter solutions, and providing the ability to test on demand before AC power is provided.
Referring to fig. 1, a vehicle 10 includes a chassis 11, an inverter 12, an auxiliary power source 14 (e.g., 12 volt battery), a power source 16 (e.g., alternator, 24 volt battery, charge control system, etc.), at least one outlet 18, and a user interface 20 (e.g., virtual buttons, physical switches, display screen, etc.). In response to a user plugging a load, such as a power tool, into at least one outlet 18, the inverter 12 converts DC power from the power source 16 to AC power for the outlet 18, as discussed in further detail below.
The inverter 12 includes a transformer 22 (e.g., an isolation/boost transformer), a primary controller 24, a secondary controller 26, an optocoupler 28, a leakage detection circuit 30, a resistive element 32 (e.g., a resistor), and a commutator 34 (e.g., a relay, a solid-state transistor, a switch, etc.). The transformer 22 is electrically connected between the power source 16 and the receptacle 18 and includes a pair of coils 36, 38, the pair of coils 36, 38 being arranged in a typical manner to provide isolation and boost the voltage of the power from the power source 16. That is, coil 36 is electrically connected to power source 16, and coil 38 is electrically connected to receptacle 18. Under normal conditions, the coils 36, 38 galvanically isolate the power supply 16 from the socket 18. Thus, chassis 11, power supplies 14, 16 and primary microcontroller 24 are also galvanically isolated from socket 18, user interface 20 and supplementary microcontroller 26.
Resistive element 32 is in series with commutator 34 such that in response to commutator 34 closing, resistive element 32 will be in parallel with transformer 22: one terminal of the resistive element 32 will be electrically connected to the coil 36 and the other terminal of the resistive element 32 will be electrically connected to the socket 18. As discussed in further detail below, this will permit automatic or selective testing of the leak detection circuit 30 to ensure its proper operation.
The leak detection circuit 30 is electrically connected between the power sources 14, 16 that supply power to the leak detection circuit 30 and the outlet 18. It includes typical components, such as resistance measurement circuitry, and provides a high resistance path between the power sources 14, 16 and the receptacle 18, provided that the receptacle 18 is properly isolated from the power sources 14, 16.
The optocoupler 28 permits communication between the primary microcontroller 24 and the secondary microcontroller 26 while maintaining isolation when light is used to bridge the gap. That is, the optical coupler 28 converts the electrical communication signal from the primary microcontroller 24 into light, transmits this light across the gap, and converts the received light back into an electrical communication signal for the secondary controller 26. For communication from the secondary microcontroller 26 to the primary microcontroller 24 and vice versa.
As described above, the secondary microcontroller 26 communicates with the receptacle 18 and the optocoupler 28. The status of the receptacle 18 (e.g., plugged in, unplugged, etc.) may be communicated to the primary controller 24.
More generally, the controllers, electronic modules, and other components in the vehicle 10 may communicate via one or more vehicle networks, which may include multiple channels. One of the channels may include a discrete connection between the modules and may include a power signal from the auxiliary power supply 14. Different signals may be transmitted on different channels. Some communication or control signals may be transmitted on the high speed channel while other communication or control signals may be transmitted on the low speed channel. Thus, the one or more vehicle networks may include any hardware and software components that facilitate the communication of signals and data between the modules.
The power supplies 14, 16 and chassis share a common ground. Assuming that power supplies 14, 16 are electrically connected to leakage detection circuitry 30 and share a common ground with chassis 11, for example, an isolation loss between chassis 11 and receptacle 18 will be detected by the resistance measurement circuitry of leakage detection circuitry 30 as a low resistance between chassis 11 and receptacle 18. In such cases, the leak detection circuit 30 may communicate such information to the primary controller 24, which the primary controller 24 may prevent power from the power source 16 from flowing to the transformer 22 and ultimately to the receptacle 18.
The primary microcontroller 24 also exerts control over the commutator 34. In response to information that, for example, the vehicle 10 has been activated, and prior to permitting power to flow from the power source 16 to the transformer 22, the primary microcontroller 24 may command the commutator 34 to close-placing the resistive element 32 in parallel with the transformer 32, electrically connecting the coils 36, 38 directly together, and eliminating galvanic isolation therebetween. Assuming that the leak detection circuit 30 is operating properly, it should detect a low resistance between the chassis 11 and the receptacle 18. When such a low resistance is reported to the primary microcontroller 24 as expected, the primary microcontroller 24 may command the switch 34 to open, reestablishing the galvanic isolation of the transformer 22. The microcontroller 24 may then permit power to flow from the power source 16 to the transformer 22 and ultimately to the receptacle 18.
In the event that the leak detection circuit 30 is not operating properly, it may not detect a low resistance between the chassis 11 and the receptacle 18 even if the commutator 34 is closed. When such a low resistance is not reported to the primary microcontroller 24 as expected, the primary microcontroller 24 may command the switch 34 to open and prevent power from flowing from the power source 16 to the transformer 22. The primary microcontroller 24 may also command the user interface 20 to display an alert associated therewith.
As described above, the user interface 20 may provide a virtual physical button that permits the user to request the primary controller 24 to turn off the diverter 34. That is, the user may also decide at his or her own discretion as to whether the test system is operating properly. In response to information that the user has made such a request via user interface 20, primary microcontroller 24 may command commutator 34 to shut down. Assuming that the leak detection circuit 30 is again operating normally, it should detect a low resistance between the chassis 11 and the receptacle 18. When such a low resistance is reported to primary microcontroller 24 as expected, primary microcontroller 24 may command switch 34 to open, command user interface 20 to display data related thereto, and permit power to flow to transformer 22.
Referring to fig. 2, 3 and 4, various outputs may be provided to a user via the user interface 20. Referring to fig. 2, for example, user interface 20 may display a graphic indicating whether inverter 12 provides an AC output and a "test" button 42 that permits a user to selectively test whether leak detection circuit 30 is operating normally as described above. Referring to fig. 3, the user interface 20 may indicate that the inverter 12 has been shut down and that a ground fault has been detected as a result of a successful test. A "reset" button 44 and an "off" button 46 may also be provided. At reset button 44 permits the user to reset the system to eliminate intentionally created faults so that inverter 12 can continue to provide AC power. The "off" button 46 permits the user to exit this feature via the user interface 20. Referring to fig. 4, the user interface 20 may indicate that service is required and direct the user to contact authorized service personnel as a result of unsuccessful testing. An "off" button 48 may also be provided. Similar to the "off button 46, the" off button 48 permits the user to exit this feature via the user interface 20.
The predetermined thresholds defining the above-described low and high resistances may be determined via testing and driven by application-specific design considerations with respect to the resistance measurement circuit of leak detection circuit 30. In addition, the applicable criteria may also inform the selection of a predefined threshold for determining whether the resistance between chassis 11 and receptacle 18 is low or high, etc.
The processes, methods, or algorithms disclosed herein may be capable of being delivered to/implemented by a processing device, controller, or computer, which may include any existing programmable or dedicated electronic control unit. Similarly, the processes, methods or algorithms may be stored as data and instructions executable by a controller or computer in many forms, including but not limited to: information permanently stored on non-writable storage media such as read-only memory (ROM) devices and information alterably stored on writable storage media such as floppy disks, magnetic tape, Compact Disks (CDs), Random Access Memory (RAM) devices, and other magnetic and optical media. The processes, methods, or algorithms may also be implemented in software executable objects. Alternatively, the processes, methods or algorithms may be implemented in whole or in part using suitable hardware components, such as Application Specific Integrated Circuits (ASICs), Field Programmable Gate Arrays (FPGAs), state machines, controllers or other hardware components or devices, or a combination of hardware, software and firmware components.
While exemplary embodiments are described above, these embodiments are not intended to describe all possible forms encompassed by the claims. The words used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the disclosure.
Features of various embodiments may be combined to form other embodiments that may not be explicitly described or illustrated. While various embodiments may have been described as providing advantages or being preferred over other embodiments or prior art implementations with respect to one or more desired characteristics, those of ordinary skill in the art will recognize that one or more features or characteristics may be compromised to achieve desired overall system attributes, which depend on the specific application and implementation. These attributes may include, but are not limited to, cost, strength, durability, life cycle cost, marketability, appearance, packaging, size, maintainability, weight, manufacturability, ease of assembly, and the like. Accordingly, embodiments described as less desirable with respect to one or more characteristics than other embodiments or prior art implementations are not outside the scope of the present disclosure and may be desirable for particular applications.
According to the present invention, there is provided an electric power system for a vehicle, having: a power socket; a power source; a transformer electrically connected between the power socket and the power source; a circuit configured to obtain a value indicative of a resistance between the power outlet and the vehicle chassis; and a first controller configured to selectively establish a direct electrical path in parallel with the transformer and between the power outlet and the power source such that the resistance is lower during the presence of the direct electrical path and higher during the absence of the direct electrical path, provided that the power outlet is galvanically isolated from the power source during the absence of the direct electrical path.
According to an embodiment, the invention also features an interface configured to permit a user to request that the first controller establish the direct electrical path.
According to an embodiment, the first controller is further configured to generate an output for the interface based on the value when the direct electrical path is present and the value when the direct electrical path is not present.
According to an embodiment, the first controller is further configured to prevent power from flowing from the power supply to the transformer based on the value during which the direct electrical path is present and the value during which the direct electrical path is not present.
According to an embodiment, the first controller is further configured to establish the direct electrical path in response to an indication that the vehicle has been activated.
According to an embodiment, the invention is further characterized in that: a second controller configured to communicate with the power outlet; and an optical coupler configured to facilitate communication between the first controller and the second controller via light.
According to an embodiment, the invention also features a resistive element and a commutator, and wherein the first controller is configured to selectively establish the direct electrical path by commanding the commutator to close.
According to an embodiment, the power supply is configured to power the circuit and the first controller.
According to an embodiment, the invention also features an auxiliary power supply configured to power the circuitry and the first controller, wherein the auxiliary power supply and the chassis share a common ground.
According to an embodiment, the power supply and the chassis share a common ground.
According to the invention, a method of controlling an inverter of a motor vehicle is provided, the method having: in response to a user input, establishing a direct electrical path in parallel with a transformer of the inverter and between a power outlet of the motor vehicle and a power source of the motor vehicle, wherein the transformer is electrically connected between the power outlet and the power source; and selectively preventing power from flowing from the power source to the transformer during the presence and absence of the direct electrical path based on a value indicative of a resistance between the power outlet and a chassis of the motor vehicle sharing a common ground with the power source.
According to an embodiment, the invention is further characterized in that the direct electrical path is established in response to an indication that the motor vehicle has been activated.
According to an embodiment, the invention is further characterized by generating an output for an interface of the motor vehicle based on the value.
According to an embodiment, the establishing comprises commanding the commutator to close.
According to the present invention, there is provided a vehicle power system having a vehicle inverter configured to convert direct current from a power source to alternating current for an outlet, wherein the inverter includes: a transformer electrically connected between a power source and a socket; a resistive element configured to be selectively electrically connected in parallel with the transformer via the commutator to establish a direct electrical connection between the power source and the receptacle; and a controller configured to selectively command the commutator to close according to a value indicative of a resistance between the power source and the outlet before and after the commutator closes.
According to an embodiment, the inverter further comprises a circuit configured to obtain said value.
According to an embodiment, the controller is further configured to command the diverter to close in response to a user input.
According to an embodiment, the controller is further configured to command the switch to close in response to vehicle activation.
According to an embodiment, the inverter comprises a further controller and an optocoupler configured to facilitate communication between the controllers via light.
According to an embodiment, the power source shares a common ground with the vehicle chassis.

Claims (15)

1. A power system for a vehicle, comprising:
a power socket;
a power source;
a transformer electrically connected between the power outlet and a power source;
a circuit configured to obtain a value indicative of a resistance between the power outlet and the vehicle chassis; and
a first controller configured to selectively establish the direct electrical path in parallel with the transformer and between the power outlet and a power source such that the resistance is lower during the presence of the direct electrical path and higher during the absence of the direct electrical path, provided that the power outlet is galvanically isolated from the power source during the absence of the direct electrical path.
2. The power system of claim 1, further comprising an interface configured to permit a user to request the first controller to establish the direct electrical path.
3. The power system of claim 2, wherein the first controller is further configured to generate an output for the interface based on the value when the direct electrical path is present and the value when the direct electrical path is not present.
4. The power system of claim 1, wherein the first controller is further configured to prevent power from flowing from the power source to the transformer based on the value during the presence of the direct electrical path and the value during the absence of the direct electrical path.
5. The power system of claim 1, wherein the first controller is further configured to establish the direct electrical path in response to an indication that the vehicle has been activated.
6. The power system of claim 1, further comprising: a second controller configured to communicate with the power outlet; and an optical coupler configured to facilitate communication between the first controller and the second controller via light.
7. The power system of claim 1, further comprising a resistive element and a commutator, and wherein the first controller is configured to selectively establish the direct electrical path by commanding the commutator to close.
8. The power system of claim 1, wherein the power source is configured to power the circuit and the first controller.
9. The power system of claim 1, further comprising an auxiliary power source configured to power the circuitry and the first controller, wherein the auxiliary power source and chassis share a common ground.
10. The power system of claim 1 wherein the power source and chassis share a common ground.
11. A method of controlling an inverter of a motor vehicle, comprising:
in response to a user input, establishing a direct electrical path in parallel with a transformer of the inverter and between a power outlet of the motor vehicle and a power source of the motor vehicle, wherein the transformer is electrically connected between the power outlet and the power source; and
selectively preventing power from flowing from the power source to the transformer during the presence and absence of a direct electrical path as a function of a value indicative of a resistance between the power outlet and the motor vehicle chassis sharing a common ground with the power source.
12. The method of claim 11, further comprising establishing the direct electrical path in response to an indication that the motor vehicle has been activated.
13. The method of claim 11, further comprising generating an output for an interface of the motor vehicle based on the value.
14. The method of claim 11, wherein the establishing comprises commanding a commutator to turn off.
15. A vehicle power system, comprising:
a vehicle inverter configured to convert direct current from a power source to alternating current for an outlet, wherein the inverter comprises
A transformer electrically connected between the power source and the socket,
a resistive element configured to be selectively electrically connected in parallel with the transformer via a commutator to establish a direct electrical connection between the power source and the receptacle; and
a controller configured to selectively command the commutator to turn off according to a value indicative of a resistance between the power source and the outlet before and after the commutator turns off.
CN202210103401.4A 2021-02-03 2022-01-27 Automatic and user initiated isolation test for automotive AC power system Pending CN114865615A (en)

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US17/166,841 2021-02-03
US17/166,841 US11498499B2 (en) 2021-02-03 2021-02-03 Automatic and user initiated isolation testing for automotive alternating current power systems

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